Engine



Aug. 19, 1941. DJ. CAMP-BELL ENGINE Filed Dec.. 29, 1938 5 Sheets-Sheet 1 I II.

Snventor :Danald dam/1191:

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Gttomeg Aug. 19, 1941- D. J. CAMPBE-LL ENGINE Filed. Dec. 29, 1938 5 Sheets-Sheet 2 0 1 V V liinilihw.

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' "8- 1941- D. J. CAMPBELL 2,252,961

ENGINE Filed Dec. 29, 1938 5 Sheets-Sheet 5 I I i Patented Aug. 19, 1941 UNITED STATES PATENT 'OFFIC azsam Donald J. Cardigan? 'rmnup, Application MN! 29, 193 8, 801181 N0. $48,225

lilclaims.

by the combined temperature of combustion within the engine and the temperature of the exhaust therefrom. The objects of improvement are, first, to provide an engine that will consume a minimum amount of fuel per horse power delivered; second, to provide an engine of minimum weight per hourse power delivered; third, to provide an engine that will be flexible in horse power output; fourth, to provide an engine having the aforesaid objects that will be simple to operate and understand; and, fifth, to provide an engine of the class herein described that will not be liable to disorder.

I attain the aforesaidnamed objects and such other objects as may appear from a perusal of the herein description andstructure disclosed by the accompanying drawings, in which:

Figurel is a top plan view of my engine.

Figure 2 is an end elevation of the engine with parts broken away to show the auxiliary exhaust valve and the mechanism by which it is operated. Figure?! is a vertical sectional view as on the plane through the engine at line 111-111 of, Figure 1, showing the elastic fluid admission valve with its mechanism for operating it for producing the various cut-offs in relation to the pistons travel and the piston with its crank shaft connection.

Figure 4 is a vertical sectional view astaken on the, plane through the engine at line IV-IV of; Figure 1, illustrating the preferred construc- .tion. 1

Figure 5 is a side elevation in part section taken on a plane as at line V -V of Figure 1, showingone of the pistons and the connections thereto of the power units driven by combustion pressure and the piston with its connections of the elastic fluid driven power unit, also showing the elastic fluid pressure generating tubing and lubrication system.

Figure 6 illustrates in enlarged size, the elastic fluid admission valve cut-off control mechanism;

Figure 7 is an enlarged view of the elastic fluid admission valve cutoif control mechanism as looking from right to left of Fig. 6.

taken Figure 8 is an enlarged view of the cutoff cam member, illustrating the cam thereof.

Throughout the views of the drawings, similar numerals refer to similar parts, and referring thereto:

Numeral l designates my improved engine as a whole, of which 2 is the cylinder block havin therein a plurality of cylinder bores 3, each provided with a piston 4 reciprocated by force generated by combustion of a gaseous fuel charge. The piston 4 has connection with the crank pin 5 of the crank shaft 6 through connecting rod I pivotally connected to the wrist pin 8 in the piston 4. The crank shaft 6 rotates in bearings of suitable design supported by the base of the cylinder block 2. The wall of the cylinder bore 3, above the piston 4, when it is at the limit of its downward excursion, has extending through the wall a plurality of air inlet ports 9 through which air is forced by the pressure blower Ill. Air is compressed during the upward excursion of the piston 4, until, at the time the piston has reached the limit of the compression excursion, fuel oil is injected into the combustion space H above the piston 4, by oil injector l2 where, should the compression of the air charge be sufficiently high, combustion will occur and where, should compression not be sufllciently high to cause combustion, an electric spark from spark plug l3 ignites the fuel mixture of air and atomized fuel oil. Surrounding the cylinder bore 3, embedded in the outer periphery of the cylinder wall I4, is elastic fluid pressure generating tubular coil l6 into which is forced an uncompressible fluid such as water at the lower end of the coil by a suittubular coil l6, by passage l9, within the head l1 and passage 20 extending from the top end of pressure generating coil l6. Passage 2| extending upward from the tubular coil 18 makes connection with tubular elastic fluid superheating der head II and escape through opening 24 into passage 2! to the header 26.

At a side of the chamber 23 and extending therein below the superheater coil 22 is gas fuel burner 29 whereby the said coil 22 may be heated independently of the heat derived from the engine, as hereinafter described.

The time operation of the exhaust valve 26 is accomplished by the cam 30 on the cam shaft 3| driven by the engine to correspond with the exhaust period of the engine, through the tappet 32 which engages and is lifted by the cam 36 as it revolves, raising the exhaust valve push rod 33 adjustably attached to said tappet .at 34 audio rocker arm 35 at its top, the said rocker arm, by adjusting screw 36a engaging the upper end of the valve stem 36 of-the exhaust valve 25. The exhaust valve is pressed against its seat in closed position by helical spring 31 which engages collar 36 removably secured to the valve stem 36 near its top. At the top of the cylinder head II are chamber 23 and cover 39, held against the top of the wall of chamber 23 by vertical screw bolt 40 having enlarged hollow lower screw threaded end 4|, shoulder 42 and nuts 43 at the upper end. Surrounding the several mechanism-enclosing wallsare chambers as 44,45, 46, into which is packed a suitable insulating material whereby loss of heat from the pressure generating coils is minimized.

Referring now/to the elastic fluid pressure reciprocation portion of the engine, the elastic fluid under high pressure is preferably admitted to the dome 41 through opening 48 from header 49 having tubular connection to the several elastic fluid superheating coils 22 and from the dome 41 downward through the dry pipe 50 to the port passage and elastic fluid admission valve chamber 52 and past the admission valve 53 to the cylinder bore 3 above the piston 54, connected in like manner as piston 4 to the crank shaft.

The elastic fluid admission valve 53 is of a pressure balanced type comprising .in addition to its port closing head, pressure balancing piston 55 suitably packed to prevent leakage of pressure and slidable in cylindrical bore 56. During the closing movement, said valve 53 is actuated by helical spring 51 shouldered against plate 58 resting on the wall surrounding bore 56, and acting against washer 59. During the opening movement, valve 53 is actuated by rocker arm 60 provided with adjustable thrust screw 6|, pivoted in upwardly extending bracket 62 at 63, and rocked by push rod 64 socketed in the rocker arm at 65 and slidable in bushing 66 extending upwardly through the cylinder block 2 and into the cylinder cover II.

The lower end of the push rod 64 (see Fig. 6) is socketed at 61 in a suitable socket 68 on elastic fluid cut-off rocker 69 pivoted at In on pivot pin II and having hardened steel wear plate I2 forming the latch for the shortest elastic fluid cutoff period. Also pivoted on the cutoff rocker 69 are medium period cutoff latch I3 and long cutofl' latch I4, held in position during their respective cutoff periods by rectangular cross-sectional cam member I5 slidable longitudinally through the upwardly extending boss I6 and engaging the upwardly extending arm II of the cutoff latch members I3 and I4. Curved leaf springs I8 maintain the arms 11 against the cam portion I9 of the slidable cam member I5, which is operated longitudinally by forked cutoff operating member 80 mounted on slidable shaft 8|. The cutoff mechanism described. above is actuated by cam 32 on cam shaft 3|, it being the same shaft as for cams 33 operating the exhaust valve 26 of the combustion pressure operated portion of the englue. 7/ t It is well understood that the thermal efllciency of internal combustion engines is low, which is due to a considerable extent to necessary heat losses dissipated by a cooling fluid surrounding the cylinder and within th cylinder head of the engine. These heat losses in my present engine are to a very great extent eliminated and turned to the production of elastic fluid pressure and to employ this elastic fluid pressure to drive a portion of the engine and thereby generate horsepower to drive substantially all kinds of machinery.

In the operation of my engine, water or other like fluid is pumped by any suitable means into the first pressure generation coil that receives heat from the cylinder walls of the internal combustion operated portion of the engine and from the said coil to a second coil, preferably located above the cylinder bore and supported by the cylinder head or cover, and in which coil the fluid I because of heat absorption has been expanded and converted into saturated steam or other elastic fluid. This elastic fluid because of its expansion by absorption of heat generates a high pressure which at times may reach 1500 pounds per square inch above that of the atmosphere. This elastic fluid is then conducted to the superheating coil where it is dried to less than two per cent moisture after which the high pressure superheated elastic fluid is admitted in amount controlled by the admission valve operated by the cutoff mechanism, to the cylinder, having therein a piston operated by elastic fluid pressure. The said pistons of the engine all having linkage connection with the cranks of the crank shaft during the power delivery excursion of the piston, rotate the crank shaft and thereby deliver horse power to what is required to be driven or operated. It is to be understood the elastic fluid driven portion of the engine may consist of a single acting piston engine, multiple cylinder compound or triple expansion engine portion. Likewise the arrangement of the pressure generating coils may be differently arranged than shown.

Starting of the engine may be by the usual way of starting internal combustion engines, either by an electric spark of a spark plug, or by compression of the air to a sufliciently high pressure that when the fuel oil is injected ignition will take place; or by first pumping liquid into the' pressure generating coils including the superheating coil and heating the coil by flame from the burner described and referred to by numeral 29, thus converting the said liquid into elastic fluid and generating a pressure sufficient to move the piston, admitting the said elastic fluid to the portion of the engine operated by elastic fluid which will cause the piston to be moved rapidly, cause the crank shaft to turn and the fuel charge within the combustion pressure driven portion to be ignited and thus turn the crank shaft by both combustion and elastic fluid pressures.

Having described my invention, I claim:

1. In an engine of the class described herein, including a plurality of metal wall cylinders each provided with a piston having linkage connection with a crank shaft and operated on its power delivery excursion by pressure generated by combustion; a valve for controlling the period of exhausting products of combustion and a plurality of ports for admitting air to said cylinder during the open period of the said exhaust valve; an

aesaoei elastic fluid pressure generating tubular coil associated with the wall oi each cylinder; a cover closing the combustion end each said cylinders and having a tubular elastic fluid pressure generating coil associated therewith, the second named coil having tubular connection with the first named coil; an elastic fluid superheating coil heated by the temperature of the exhaust from the said combustion contacting the said superheating coil located in elevated relation to the first and second named pressure generating coils and having a valve controlled tubular connection with a cylinder provided with a piston in said cylinder having linkage connection with the above named crank shait and operated on its power delivery excursion by elastic fluid pressure generated in said first and second named coils and superheated in the said superheating coil; a valve controlling the admission of elastic fluid to the,

last named cylinder operated by a cam on a cam shaft rotated by the engine and through linkage connection between the said valve and said scam with means in said linkage for controla ling the period of closure of said valve and a plurality of elastic fluid exhaust ports extending through the wall of the last named cylinder at the lower extremity of the pistons power delivery excursion.

2. In an engine of the class described herein, including a plurality of metal wall cylinders each provided with a piston having linkage connection with a crank shaft and operated on its power delivery excursion by pressure generated by com bustion; a valve for controlling the period of exhausting products of combustion and a plurality of ports for admitting air to said cylinder during the open period of the said exhaust valve; an elastic fluid pressure generating tubular coil associated with the wall of each cylinder; a cover closing the combustion end of each said cylinders and having a tubular elastic fluid pressure generating coil associated therewith, the second named coil having tubular connection with the first named coil; an elastic fluid superheating coil heated by the temperature of the exhaust from the said combustion contacting the said superheating coil located in elevated relation to the flrst and second named pressure generating coils and having a valve controlled tubular connection with a plurality of cylinders provided with pistons in said cylinders having linkage connection with the above named crank shaft and operated on its power delivery excursionby elastic fluid pressure generated in said first and second named coils and superheated in the said super-heating coil; a valve controlling the admission of elastic fluid to the last named cylinder operated by a cam on a cam shaft rotated by the engine and through linkage connection between the said valve and said cam with means in said linkage for controlling the period of closure of said valve and a plurality of elastic fluid exhaust ports extending through the wall of the last named cylinder at the lower extremity of the pistons power delivery excursion.

3. In an engine of the class described herein, including a plurality of metal wall cylinders each rounding the wall of each cylinder and embedded in the wall thereoi; a cover closing the combustion end of each said cylinders and having a tubular elastic fluid pressure generating coll associated therewith, the second named coil having tubular connection with the flrst named coil; a third tubular coil heated by the temperature of the exhaust from the said combustion contacting the said third coil located in elevated relation to the first and second named pressure generating coils and having a valve controlled tubular connection with a cylinder provided with a piston in said cylinder having linkage connection with the above named crank shaft and operated on its provided with a piston having linkage connection elastic fluid pressure generating tubular coil surpower delivery excursion by elastic fluid pressure generated in said coils; a valve controlling the admission of elastic fluid to the last named cylinder operated by a cam on a cam shaft rotated by w the engine and through linkage connection between the said valve and said cam with means in said linkage for controlling the period of closure of said valve-and a plurality of elastic fluid exhaust ports extending through the wall of the last named-cylinder at the lower extremity of the pistons power delivery excursion.

4. In an engine of the class described herein, including a plurality of metal wall cylinders each provided with a piston having linkage connection with a crank shaft and operated on its power delivery excursion by pressure generated by combustion; a valve for controlling the period of exhausting products of combustion and a plurality of ports for admitting air to said cylinder during the open period of the said exhaust valve; an

elastic fluid pressure generating tubular coil surrounding the wall of each cylinder and embedded in the wall thereof; a cover closing the combustion end of each said cylinders and having a tubular elastic fluid pressure generating coil associated th'erewith,the second named coil having tubular connection with the first named coil; a third tubular coil heated by the temperature of the exhaust from the said combustion contacting the said third coil located in elevated relation to the flrst and second named pressure generating coils and having ,a valve controlled tubular connection with a cylinder provided with a piston in said cylinder having linkage connection with the above named crank shaft and op-' erated on its power delivery excursion by elastic fluid pressure generated in said coils; a valve controlling the admission of elastic fluid to the last named cylinder operated by a cam on a cam shaft rotated by the engine and through linkage connection between the said valveand said cam with means in said linkage for controlling the period of closure of said valve, and a plurality of elastic fluid exhaust ports extending through the wall of the last named cylinder at the lower extremity of the pistons power delivery excursion. v

5. In an engine of the class described herein, including a walled cylinder provided with a piston having linkage connection with a crank shaft and operated on its power delivery excursion by pressure generated by combustion; a valve for controlling the period. of exhausting products of combustion from said cylinder and a plurality of ports for admitting air to said cylinder during the open period of the said exhaust valve; an elastic fluid pressure generating tubular coil in heat transfer relation with the wall of the cylinder; a cover closing the combustion end of said cylinder and having a tubular elastic fluid pressure generating coil associated therewith,

the second named coil having tubular connection with the flrst named coil; an elastic fluid superheating coil heated by the temperature of the exhaust from the said combustion contacting the said superheating coil, and having a valve controlled tubular connection with said cylinder, provided with a piston in said cylinder having linkage connection with the above named crank shaft and operated on its power delivery excursion by elastic fluid pressure generated in said flrst and second named coils and superheated in the said superheating coil; a valve controlling the admission oi elastic fluid to the last named cylinder operated by a cam on a cam shaft rotated by the engine and through linkage connection between the said valve and said cam with means in said linkage for, controlling the period of closure of said valve and a plurality of elastic fluid exhaust ports extending through the wall of the last named cylinder at the lower extremity of the pistons power delivery excursion.

6. In an engine of the class described herein,

including a plurality of metal wall cylinders each provided with a piston having linkage connection with a crank shaft and operated on its power delivery excursion by pressure generated by combustion; a valve for controlling the period 01' exhausting products of combustion and a plurality of ports for admitting air to said cylinderuring the open period of the said exhaust valve; an elastic fluid pressure generating tubular coil associated with thewall of each cylinder; a cover closing the combustion end of each said cylinders and having a tubular elastic fluid pressure generating coil associated therewith, the second named coil having tubular connection with the first namedcoil; elastic fluid superheating coils heated by the temperature 01' the exhaust from the said combustion contacting the said superheating coil located in elevated relation to the flrst and second named pressure generating coils and having a valve controlled tubular connection with a cylinder provided with a piston in said cylinder having linkage connection with the above named crank shaft and operated on its power delivery excursion by elastic fluid pressure generated in said first and second named coils and superheated in the said superheating coil; a valve controlling the admission of elastic fluid to the last named cylinder operated by a cam on a cam shaft rotated by the engine and through linkage connection between the said valve and said cams with means in said linkage for controlling the period of closure of said] valve, the said linkage including a rocker member in pivotal relation to the cylinder block and rocked by a cam on a cam shaft operated by the engine, the said rocker member having pivoted thereon a plurality of latch members forced in engagement with said cam by a cam portion of a slidable member, a push rod socketed on the said rocker member and engaging a rocker arm for operating the said valv '7. In an internal combustion engine as herein described, a cylinder block having a cylinder therein and a tubular pressure generating coll encircling the said cylinder anda cylinder head including a second coil in heat exchange relation with the combustion space of the engine and a third coil supported by the cylinder head in superposed relation to said second coil, and means for directing the products of combustion from said cylinder into heat exchange relation with said third coil, all of said coils being interconnected for circulation of a fluid therethrough.

8. In an internal combustion engine as herein described, a cylinder block having a cylinder therein, a cover for said cylinder and a tubular pressure generating coil within said cover adapted to receive heat generated by combustion within the said cylinder and a second coil above said first-mentioned coil and connected to the first-mentioned coil, and means ior heating the second coil by the products 01 combustion from said cylinder.

9. In an internal combustion engine as herein described, a cylinder block having a cylinder therein, a cover closing an end of the said cylinder, a tubular pressure generating coil associated withthe said cylinder and adapted to absorb heat therefrom, a tubular elastic fluid pressure generating coil associated with the said cylinder cover and having connection with the first named pressure generating coil and adapted to absorb heat of combustion in the said cylinder, an elastic fluid admission valve and a tubular elastic fluid pressure superheating coil and having connection with the said elastic fluid pressure generating coil and with the admission passage of the elastic fluid admission valve, the said superheating coil heated by the exhaust gases from the said cylinder and the fl'ame of an auxiliary burner, and a casing enclosing the said superheating coil and auxiliary burner.

10. In an internal combustion engine as herein described, a cylinder block having a cylinder therein, a cover closing an end of the said cylinder, a tubular pressure generating coil associated with the said cylinder and adapted to absorb heattherefrom, a tubular elastic fluid pressure generating coil associated with the said cylinder cover and having connection with the flrst named pressure generating coil and adapted to absorb heat of combustion in the said cylinder, an elastic fluid admission valve and a tubular elastic fluid pressure superheating coil and having connection with the said elastic fluid pressure generating coil and with the admission passage of the elastic fluid admission valve, the said superheating coil heated by the exhaust gases from the said cylinder, and a casing enclosing the said superheating coil.

DONALD J. CAIWPBELL. 

